Normally closed double-control clutch brake

Abstract

The utility model provides a normally closed type double-control clutch brake. The normally-closed double-control clutch brake comprises a left end structure, a middle structure and a right end structure, and the middle structure is located between the left end structure and the right end structure. The middle structure comprises an outer cover, a connecting bearing seat, a second deep groove ball bearing, two sets of mounting bases and a plurality of mounting bolts, a center hole is formed in the outer cover, the connecting bearing seat is arranged in the center hole, and the outer wall of the connecting bearing seat is attached to the inner wall of the center hole; and a bearing hole is formed in the connecting bearing seat. The normally-closed double-control clutch brake is controlled through the independent electromagnetic clutches at the left end and the right end, free switching of synchronous starting and stopping, single-side starting and stopping and asynchronous operation modes of load components on the two sides can be achieved, and the differential control requirement of a complex transmission system is met; and the disadvantage that a traditional single-control structure needs an additional power source is avoided.

Description

Normally closed dual-control clutch brake Technical Field

[0001] This utility model belongs to the field of clutch brake technology, and in particular relates to a normally closed dual-control clutch brake. Background Technology

[0002] Currently, most known clutch brakes are single-control structures, which can only achieve clutch control of a single load component. In the field of industrial transmission, when the same power source needs to drive two independent components (such as sprockets, gears, synchronous pulleys, V-belt pulleys, etc.), and the two are required to flexibly switch between synchronous / asynchronous operation modes and independently control start and stop, traditional single-control clutch brakes cannot meet the precise control requirements of the two-sided components without interference.

[0003] In the existing technology, there is a lack of a dual-control clutch braking device that can achieve independent operation of both clutches under high-speed rotation while ensuring structural stability and reliability. Therefore, it is necessary to provide a new normally closed dual-control clutch brake to solve the above-mentioned technical problems. Summary of the Invention

[0004] The technical problem solved by this utility model is to provide a normally closed dual-control clutch brake that can freely switch between synchronous start / stop, single-side start / stop, and asynchronous operation modes of the load components on both sides through independent electromagnetic clutch control at both ends, meet the differentiated control requirements of complex transmission systems, and avoid the drawback of the traditional single-control structure requiring an additional power source.

[0005] To solve the above-mentioned technical problems, the normally closed dual-control clutch brake provided by this utility model includes: a left end structure, a middle structure and a right end structure, wherein the middle structure is located between the left end structure and the right end structure;

[0006] The central structure comprises an outer cover, a connecting bearing seat, two deep groove ball bearings, two sets of mounting bases, and multiple mounting bolts. The outer cover has a central hole, and the connecting bearing seat is disposed in the central hole. The outer wall of the connecting bearing seat fits against the inner wall of the central hole.

[0007] The connecting bearing housing has a bearing hole, and the second deep groove ball bearing is installed in the bearing hole on the connecting bearing housing, and the second deep groove ball bearing is adapted to the bearing hole.

[0008] As a further embodiment of this utility model, two sets of mounting bases are symmetrically mounted on the outer wall of the outer cover. Each set of mounting bases has mounting holes. The outer cover and the connecting bearing seat are connected and fixed by multiple mounting bolts, which are distributed in a ring array.

[0009] As a further embodiment of this utility model, support plates are respectively installed at both ends of the outer cover, and both support plates are connected and fixed to both ends of the outer cover by multiple fixing bolts. A sealing ring is installed in the inner hole of the support plate.

[0010] As a further embodiment of this utility model, the left end structure comprises a friction plate assembly, a drive shaft, a component mounting bushing, a deep groove ball bearing, connecting bolts, a clutch, and a flat key. The friction plate assembly is snapped onto the support plate, with one end of the friction plate assembly passing through the sealing ring and extending into the outer cover. The flat key is mounted on the inner hole of the friction plate assembly.

[0011] As a further embodiment of this utility model, the clutch is disposed on the outer wall of the friction plate assembly away from the support plate. The clutch is provided with an electromagnetic coil, and a cover is installed on the electromagnetic coil. The cover is adapted to the clutch and the friction plate assembly. The cover and the friction plate assembly are connected and fixed by two fixing bolts. A buffer pad is provided between the cover and the clutch. A buffer groove is provided on the friction plate assembly. A return spring is provided in the buffer groove and the return spring is in contact with the clutch.

[0012] As a further embodiment of this utility model, the deep groove ball bearing is installed in the bearing hole of the component mounting sleeve, one end of the transmission shaft extends into the component mounting sleeve and passes through the deep groove ball bearing, and the component mounting sleeve is snapped onto the electromagnetic coil and connected by connecting bolts.

[0013] As a further embodiment of this utility model, the right-end structure is identical to the left-end structure and is connected to the middle structure through the same connection method.

[0014] Compared with related technologies, the normally closed dual-control clutch brake provided by this utility model has the following advantages:

[0015] 1. This utility model can achieve the free switching of synchronous start and stop, single-sided start and stop and asynchronous operation modes of the load components on both sides through independent electromagnetic clutch control at both ends, so as to meet the differentiated control requirements of complex transmission systems and avoid the drawback of the traditional single-control structure requiring an additional power source.

[0016] 2. This utility model adopts a normally closed design when power is off, and automatically maintains the braking state when power is off, preventing the risk of loss of control of the load components due to accidental power failure. It is especially suitable for industrial scenarios with high safety requirements. It is controlled by 24V DC power supply, and has both low voltage safety characteristics and high speed response capability. The engagement / disengagement action can be completed without impact during high-speed rotation. Attached Figure Description

[0017] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0018] Figure 1 is a schematic diagram of the structure of this utility model;

[0019] Figure 2 is a schematic diagram of the assembly of the outer cover, support plate and mounting bolts in this utility model;

[0020] Figure 3 is a schematic diagram of the assembly of the support plate and the sealing ring in this utility model.

[0021] In the diagram: 1. Drive shaft; 2. Component mounting bushing; 3. Deep groove ball bearing one; 4. Connecting bolts; 5. Clutch; 6. Flat key; 7. Outer cover; 8. Connecting bearing housing; 9. Deep groove ball bearing two; 10. Mounting base; 11. Mounting bolts. Detailed Implementation

[0022] Please refer to Figures 1, 2, and 3. Figure 1 is a structural schematic diagram of this utility model; Figure 2 is an assembly schematic diagram of the outer cover, support plate, and mounting bolts in this utility model.

[0023] Figure 3 is a schematic diagram of the assembly of the support disc and the sealing ring in this utility model. The normally closed dual-control clutch brake includes: a left end structure, a middle structure and a right end structure, wherein the middle structure is located between the left end structure and the right end structure;

[0024] The central structure comprises an outer cover 7, a connecting bearing seat 8, a deep groove ball bearing 9, two sets of mounting bases 10, and multiple mounting bolts 11. The outer cover 7 has a central hole, and the connecting bearing seat 8 is disposed in the central hole. The outer wall of the connecting bearing seat 8 is in contact with the inner wall of the central hole.

[0025] The connecting bearing housing 8 has a bearing hole, and the deep groove ball bearing 9 is installed in the bearing hole on the connecting bearing housing 8. The deep groove ball bearing 9 is adapted to the bearing hole.

[0026] Two sets of mounting bases 10 are symmetrically mounted on the outer wall of the outer cover 7. Each set of mounting bases 10 has mounting holes. The outer cover 7 and the connecting bearing seat 8 are connected and fixed by multiple mounting bolts 11, which are arranged in a ring array.

[0027] Support plates are installed at both ends of the outer cover 7. Both support plates are connected and fixed to both ends of the outer cover 7 by multiple fixing bolts. Sealing rings are installed in the inner holes of the support plates.

[0028] The left end structure consists of several parts, including a friction plate assembly, a drive shaft 1, a component mounting bushing 2, a deep groove ball bearing 3, a connecting bolt 4, a clutch 5, and a flat key 6. The friction plate assembly is snapped onto the support plate, and one end of the friction plate assembly passes through the sealing ring and extends into the outer cover 7. The flat key 6 is installed on the inner hole of the friction plate assembly.

[0029] The clutch 5 is located on the outer wall of the friction plate assembly on the side away from the support plate. The clutch 5 is equipped with an electromagnetic coil, and a cover is installed on the electromagnetic coil. The cover is adapted to the clutch 5 and the friction plate assembly. The cover and the friction plate assembly are connected and fixed by two fixing bolts. A buffer pad is provided between the cover and the clutch 5. A buffer groove is provided on the friction plate assembly. A return spring is provided in the buffer groove and the return spring is in contact with the clutch 5.

[0030] The deep groove ball bearing 3 is installed in the bearing hole on the component mounting sleeve 2. One end of the drive shaft 1 extends into the component mounting sleeve 2 and passes through the deep groove ball bearing 3. The component mounting sleeve 2 is snapped onto the electromagnetic coil and connected by the connecting bolt 4.

[0031] The right-end structure is identical to the left-end structure and is connected to the middle structure using the same connection method.

[0032] The normally closed dual-control clutch brake uses a 24V DC power supply to control the disengagement and engagement of the power transmission. It engages when energized and disengages when de-energized, and the engagement / disengagement action can be performed during high-speed rotation; the single friction plate structure is suitable for dry environments.

[0033] The working principle of the normally closed dual-control clutch brake provided by this utility model is as follows:

[0034] First step: When the electromagnetic coil of clutch 5 is not energized, the return spring applies a return force to clutch 5 through the buffer groove, so that clutch 5 is tightly engaged with the friction plate group and is in a braking state. At this time, the rotation of the transmission shaft 1 is transmitted to the friction plate group through the flat key 6, which in turn drives the mounting bushing 2 and the load component on both sides to rotate synchronously.

[0035] Second step: Taking the left end as an example, when the electromagnetic coil of the left end clutch 5 is energized, the electromagnetic force overcomes the spring force of the reset spring, attracts the clutch 5 and disengages it from the friction plate group, the power connection between the left end friction plate group and the transmission shaft 1 is disconnected, the left end load component stops rotating, the right end clutch 5 remains de-energized, and the right end friction plate group is linked with the transmission shaft 1 through the flat key 6, driving the right end load component to rotate normally. Conversely, when the right end is energized alone, the same principle is used to achieve single-sided separation control.

[0036] Third step: When the electromagnetic coils of the left and right clutches 5 are energized at the same time, both clutches 5 disengage from the friction plate group, and the power connection between the transmission shaft 1 and the load components on both sides is disconnected, achieving synchronous stopping. When the electromagnetic coils on both sides are de-energized at the same time, the return spring pushes the clutch 5 to reset, and the friction plate group on both sides re-engages with the transmission shaft 1, driving the load components to rotate synchronously.

[0037] Fourth step: Deep groove ball bearing 3 and deep groove ball bearing 9 support the drive shaft 1 and the connecting bearing housing 8 respectively, ensuring low frictional resistance and stability during high-speed rotation. The sealing ring and the support plate prevent dust and oil from entering the inner casing 7, ensuring reliable operation of the friction plate assembly in a dry environment.

[0038] It should be noted that the device structure and accompanying drawings of this utility model mainly describe the principle of this utility model. In terms of the technical aspects of this design principle, the setting of the power mechanism, power supply system and control system of the device is not fully described. However, under the premise that those skilled in the art understand the principle of the above utility model, the specific details of its power mechanism, power supply system and control system can be clearly understood. The control method in the application document is automatic control through a controller. The control circuit of the controller can be implemented by those skilled in the art through simple programming.

[0039] All standard parts used can be purchased from the market, and can be customized according to the instructions and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the existing technology. The machinery, parts and equipment adopt conventional models in the existing technology, and the structure and principle of the components known to those skilled in the art can be known by those skilled in the art through technical manuals or conventional experimental methods.

[0040] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions, and alterations can be made to these embodiments, or they can be used directly or indirectly, without departing from the principles and spirit of the present invention. In other related technical fields, the scope of the present invention is defined by the appended claims and their equivalents, and they are similarly included within the patent protection scope of the present invention.

Claims

1. A normally closed dual-control clutch brake, characterized in that, include: The structure comprises a left-end structure, a middle structure, and a right-end structure, with the middle structure located between the left-end and right-end structures. The middle structure includes an outer cover, a connecting bearing housing, a second deep groove ball bearing, two sets of mounting bases, and multiple mounting bolts. The outer cover has a central hole, and the connecting bearing housing is disposed within this central hole, with its outer wall fitting against the inner wall of the central hole. The connecting bearing housing has a bearing hole, and the second deep groove ball bearing is installed within this bearing hole, adapting to the bearing hole. Two sets of mounting bases are symmetrically mounted on the outer wall of the outer cover, each set having mounting holes. The outer cover and the connecting bearing housing are connected and fixed by multiple mounting bolts arranged in a circular array. Support plates are mounted at both ends of the outer cover, each fixed to the ends by multiple fixing bolts. Sealing rings are installed in the inner holes of the support plates. The left-end structure includes a friction... The system comprises several parts, including a friction plate assembly, a drive shaft, a component mounting sleeve, a deep groove ball bearing, connecting bolts, a clutch, and a flat key. The friction plate assembly is snapped onto a support plate, with one end passing through a sealing ring and extending into the outer cover. The flat key is mounted on the inner hole of the friction plate assembly. The clutch is located on the outer wall of the friction plate assembly away from the support plate, and is equipped with an electromagnetic coil. A cover is mounted on the electromagnetic coil, and the cover is adapted to the clutch and the friction plate assembly. The cover and the friction plate assembly are fixed together by a second fixing bolt. A buffer pad is provided between the cover and the clutch. A buffer groove is formed on the friction plate assembly, and a return spring is located in the buffer groove, contacting the clutch. The deep groove ball bearing is installed in a bearing hole on the component mounting sleeve. One end of the drive shaft extends into the component mounting sleeve and passes through the deep groove ball bearing. The component mounting sleeve is snapped onto the electromagnetic coil and connected by connecting bolts.

2. The normally closed dual-control clutch brake according to claim 1, characterized in that: The right-end structure is identical to the left-end structure and is connected to the middle structure using the same connection method.

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